WO2024048533A1 - Leaning vehicle - Google Patents

Abstract

Provided is a leaning vehicle that can control the pose of the vehicle body so as to enable turning at low speed and small radius, both when running autonomously without being operated by a rider and when running by being operated by the rider. A control device (9) for a leaning vehicle (1) controls a steering torque application device (12) so that a steering torque is applied to at least one front wheel (3) so as to increase the response of a change in a leaning angle (φ) with respect to a steering angle (δ), the steering torque comprising a steering command torque to which a friction cancellation torque is added. The steering command torque is based on first leaning angle information detected by a leaning angle-related information detection device (6), first steering angle information detected by a steering angle-related information detection device (7), and first wheel speed information detected by a wheel speed-related information detection device (8). The friction cancellation torque is for cancelling a friction torque generated due to friction between the at least one front wheel (3) and the travelling surface.

Description

lean vehicle

The present invention relates to a lean vehicle that leans to the right when turning right and leans to the left when turning left.

Conventionally, there is a technique for controlling the attitude of a lean vehicle by controlling the steering force applied to a steering mechanism. For example, in the two-wheeled vehicle of Patent Document 1, when it is detected that a disturbance in the roll direction is applied to the vehicle body, the steering actuator is driven by the control device, and the steering force is applied in the direction in which the roll angle increases due to the disturbance. Granted to the organization. This causes the effect of raising the vehicle body. Further, in the two-wheeled vehicle of Patent Document 1, the rate of increase in the roll angle detected by the vehicle body behavior detection means is equal to or higher than a predetermined value, and the input to the handle portion detected by the handle input detection means is a predetermined handle input threshold. When the roll angle is less than 1, the control device drives the steering actuator and applies a steering force to the steering mechanism in the direction in which the roll angle increases. In the two-wheeled vehicle of Patent Document 1, the control device is configured to control at least one of a situation in which the rider's body follows a delay in response to an increase in the roll angle of the vehicle body, and a situation in which the rider's body follows poorly and the amount of swing of the rider's body is large. When it is determined that one is the case, the steering actuator is driven to apply a steering force to the steering mechanism in the direction in which the lean angle increases.
In addition, in the videos of Non-Patent Documents 1 and 2, the motorcycle autonomously travels almost straight or turns with a large radius without the rider driving or riding the vehicle. are doing.

Japanese Patent Application Publication No. 2020-158067

A lean vehicle when traveling at low speed can turn with a smaller radius than a lean vehicle when traveling at high speed. In a lean vehicle, it is required to control the attitude of the vehicle body so that it can turn at low speed and with a small radius.

The present invention adjusts the posture of the vehicle body so that it can turn at low speed and with a small radius, both when traveling autonomously without being driven by a rider, and when traveling under the direction of a rider. The purpose is to provide a lean vehicle that can be controlled.

The inventor of the present application studied the technology of Patent Document 1 in order to consider a technology for controlling the attitude of a lean vehicle so that it can turn at low speed and with a small radius. As disclosed in Patent Document 1, when the lean angle, which is the inclination angle of the vehicle body in the left-right direction of the vehicle with respect to the vehicle vertical direction, increases, the inventor of the present application applies a steering force to the steering mechanism to increase the amount of increase in the lean angle. We have studied how to control the vehicle so as to suppress it and make a lean vehicle run autonomously at low speed without a rider on board, as in Non-Patent Documents 1 and 2. In this case, it is possible to make the lean vehicle go straight or turn with a large radius, but when you try to make the lean vehicle turn with a small radius, the lean angle of the vehicle body increases at a faster rate, and the lean angle of the vehicle body increases. It has been noticed that there are cases where it is not possible to apply enough steering force to sufficiently suppress the increase in lean angle.
In addition, the inventor of the present application discovered that when the rate of increase in the lean angle of the vehicle body is large, increasing the steering force applied to the steering mechanism can suppress the amount of increase in the lean angle of the vehicle body, but the turning radius I also noticed that it was getting bigger.
In addition, even in the lean vehicles autonomously running in the videos of Non-Patent Documents 1 and 2, the lean vehicles are traveling straight or turning with a large radius, but not with a small radius.
By focusing on the friction between the steered wheels and the running surface, the inventor of the present application came up with a technique for controlling the attitude of a lean vehicle so that it can turn at low speed and with a small radius.

A lean vehicle according to an embodiment of the present invention has the following configuration.
a plurality of wheels including at least one front wheel and at least one rear wheel arranged rearward in the longitudinal direction of the vehicle than the at least one front wheel; A vehicle body frame that rotatably supports at least one front wheel around a steering axis, and tilts to the right of the vehicle with respect to the vertical direction of the vehicle when turning to the right, and tilts to the left of the vehicle with respect to the vertical direction of the vehicle when turning to the left. a lean angle-related information detection device that detects first lean angle information related to a lean angle that is an inclination angle of the vehicle body frame in the vehicle left-right direction with respect to the vehicle vertical direction; and the steering axis of any one of the front wheels. a steering angle related information detection device that detects first steering angle information related to a steering angle that is a rotation angle around the axle; and a first steering angle related information detecting device that detects first steering angle information related to a steering angle that is a rotation angle around a wheel speed related information detection device that detects wheel speed information; a steering torque applying device configured to apply a steering torque about the steering axis to the at least one front wheel; and a steering torque applying device configured to apply a steering torque about the steering axis to the at least one front wheel. a control device configured to control the steering torque, and controlling the steering torque applied from the steering torque applying device to the at least one front wheel so that the steering angle and the lean angle are adjusted; , wherein the control device controls the first lean angle detected by the lean angle related information detection device so as to increase the responsiveness of the change in the lean angle to the change in the steering angle. the steering command torque based on at least the angle information, the first steering angle information detected by the steering angle related information detection device, and the first wheel speed information detected by the wheel speed related information detection device; The steering torque applying device is controlled so that the steering torque to which a friction canceling torque is added for canceling the friction torque generated by friction between the one front wheel and the running surface is applied to the at least one front wheel.

When a lean vehicle is running at low speed, friction torque is the dominant factor in the lean angle variation. Additionally, friction torque, which is a dominant factor in lean angle variation, varies depending on factors such as the friction coefficient of the running surface and the air pressure of at least one front wheel, so friction torque does not change when a lean vehicle is running at low speed. Cheap. On the other hand, it is difficult to directly measure friction torque.
In this configuration, in a lean vehicle, the steering angle and roll angle are adjusted by controlling the steering torque applied to at least one front wheel from the steering torque applying device. Furthermore, the first lean angle information detected by the lean angle related information detection device, the first lean angle information detected by the steering angle related information detection device, so as to increase the responsiveness of the change in the lean angle to the change in the steering angle. steering angle information and a steering command torque based on the first wheel speed information detected by the wheel speed related information detection device, for offsetting a friction torque generated by friction between at least one front wheel and a running surface. A steering torque applying device is controlled so that a steering torque plus a friction canceling torque is applied to at least one front wheel. This increases the frictional torque of a lean vehicle, both when the lean vehicle is not driven by a rider and travels autonomously at low speeds, and when the lean vehicle is driven by a rider and travels at low speeds. Regardless, it is possible to suppress the amount of increase in the lean angle and make the lean vehicle turn with a smaller radius. Further, by performing this control when the lean vehicle is ridden by a rider and traveling, it is possible to suppress the amount of operation of the handle portion by the rider when turning the lean vehicle with a smaller radius. Therefore, it is easy to turn a lean vehicle with a small radius.

A lean vehicle according to an embodiment of the present invention may have the following configuration.
a handle portion operated by a rider; and a connection portion connecting the handle portion and the at least one front wheel, the handle portion being supported by the vehicle body frame so as to be rotatable around the handle axis; When the handle portion rotates around the steering wheel axis, the at least one front wheel rotates around the steering axis, and when the at least one front wheel rotates around the steering axis, the handle portion rotates around the steering axis. and the rotation angle of any one of the at least one front wheel about the steering axis is greater than or equal to the rotation angle of the handle part about the steering axis. A connection part that connects to at least one front wheel.

In lean vehicles, the rotation angle of at least one front wheel around the steering axis is greater than or equal to the rotation angle of the steering wheel around the steering axis of the steering wheel, and the rotation angle of the front wheel around the steering axis is greater than the rotation angle of the steering wheel around the steering axis of the steering wheel. The rotation angle of the handle part when rotating the front wheels by the same rotation angle is smaller than that of a vehicle where the rotation angle is less than the rotation angle of the front wheels. Therefore, even if the change in the rotation angle of the handle part around the handle axis is small, the friction between the front wheel and the running surface when the front wheel rotates around the steering axis in response to the rotation of the handle part around the handle axis. The friction torque generated changes greatly. Therefore, if the steering torque applied to at least one front wheel is not the steering command torque plus the friction-offsetting torque, it is difficult to turn the lean vehicle with a small radius.
According to this configuration, the control device performs control to apply a steering torque obtained by adding a friction canceling torque to a steering command torque to at least one front wheel so as to increase the responsiveness of a change in lean angle to a change in a steering angle. As a result, the rotation angle of one of the at least one front wheels around the steering axis is greater than or equal to the rotation angle of the handle around the steering axis, so that changes in the rotation angle of the handle around the steering axis are small. Even if the vehicle is lean, where the friction torque generated by the friction between the front wheels and the running surface changes greatly, the lean vehicle is highly effective in suppressing the increase in lean angle, regardless of the magnitude of the friction torque of the lean vehicle. The vehicle can turn with a smaller radius. Further, by performing this control when the lean vehicle is ridden by a rider and travels, it is highly effective to suppress the amount of operation of the handle portion by the rider when turning the lean vehicle with a smaller radius. Therefore, it is easy to turn a lean vehicle with a small radius.

A lean vehicle according to an embodiment of the present invention may have the following configuration.
a handle portion operated by a rider, and a connection portion connecting the handle portion and the at least one front wheel, the handle portion being rotatable around the handlebar axis within a rotation angle range of less than 360°; when the at least one front wheel rotates around the steering axis when the handle part rotates around the steering axis; and when the at least one front wheel rotates around the steering axis; A connecting portion connects the handle portion and the at least one front wheel so that the handle portion rotates about the handle axis.

If at least one front wheel has the same rotatable angular range around the steering axis, in a lean vehicle with a steering wheel that can be rotated in a rotational angular range of less than 360°, it can be rotated in a rotational angular range of 360° or more. Compared to a vehicle with a possible handle part, the rotation angle of the handle part is smaller when rotating the front wheels through the same rotation angle. Therefore, even if the change in the rotation angle of the handle part around the handle axis is small, the friction between the front wheel and the running surface when the front wheel rotates around the steering axis in response to the rotation of the handle part around the handle axis. The friction torque generated changes greatly. Therefore, if the steering torque applied to at least one front wheel is not the steering command torque plus the friction-offsetting torque, it is difficult to turn the lean vehicle with a small radius.
According to this configuration, the control device performs control to apply a steering torque obtained by adding a friction canceling torque to a steering command torque to at least one front wheel so as to increase the responsiveness of a change in lean angle to a change in a steering angle. As a result, since the handle part can rotate within a rotation angle range of less than 360 degrees around the steering axis, even if the change in the rotation angle of the handle part around the steering axis is small, the friction between the front wheel and the running surface can be reduced. Even in a lean vehicle where the friction torque generated by the lean vehicle changes greatly, it is highly effective in suppressing the amount of increase in the lean angle regardless of the magnitude of the friction torque of the lean vehicle, and the lean vehicle can turn with a smaller radius. . Further, by performing this control when the lean vehicle is ridden by a rider and travels, it is highly effective to suppress the amount of operation of the handle portion by the rider when turning the lean vehicle with a smaller radius. Therefore, it is easy to turn a lean vehicle with a small radius.

A lean vehicle according to an embodiment of the present invention may have the following configuration.
A contact portion that is a portion that contacts the running surface of the outer edge of the at least one front wheel in a cross section perpendicular to the circumferential direction has an arc shape.

In a lean vehicle, the contact portion of the outer edge of the front wheel in a cross section perpendicular to the circumferential direction that contacts the running surface is arc-shaped, so that when the lean angle of the lean vehicle changes or when the front wheels are steered, The contact position of the front wheels with the running surface changes, and the running area of the front wheels changes. Therefore, in a lean vehicle in which the front wheel contact portion is arc-shaped, the change in the running area of the front wheel is larger than in a vehicle in which the front wheel contact portion is flat. When the running area of the front wheels changes, the friction torque changes. Therefore, in a lean vehicle in which the front wheel contact portion is arc-shaped, the change in friction torque tends to be larger during running than in a vehicle in which the front wheel contact portion is flat.
According to this configuration, in a lean vehicle where changes in friction torque tend to be large during driving as described above, friction canceling torque is added to the steering command torque so as to increase the responsiveness of changes in lean angle to changes in steering angle. control to apply a steering torque to at least one front wheel. This increases the frictional torque of a lean vehicle, both when the lean vehicle is not driven by a rider and travels autonomously at low speeds, and when the lean vehicle is driven by a rider and travels at low speeds. Regardless, it is highly effective in suppressing the amount of increase in the lean angle, and the lean vehicle can turn with a smaller radius. Further, by performing this control when the lean vehicle is ridden by a rider and travels, it is highly effective to suppress the amount of operation of the handle portion by the rider when turning the lean vehicle with a smaller radius. Therefore, it is easy to turn a lean vehicle with a small radius.

A lean vehicle according to an embodiment of the present invention may have the following configuration.
At least when the lean vehicle is running in a state where the at least one front wheel is alternately switched between a state in which the at least one front wheel is steered to the right of the vehicle and a state in which the state is steered to the left of the vehicle, The first lean angle information detected by the lean angle related information detection device and the first lean angle information detected by the steering angle related information detection device are configured to increase the responsiveness of the change in the lean angle to the change in the steering angle. The friction generated by the friction between the at least one front wheel and the running surface is added to the steering command torque based at least on the first steering angle information and the first wheel speed information detected by the wheel speed related information detection device. The steering torque applying device is controlled so that the steering torque to which the friction canceling torque for canceling torque is added is applied to the at least one front wheel.

The friction between the at least one front wheel and the running surface has hysteresis, and the steering torque required to set the steering angle of the at least one front wheel to a certain angle is affected by this hysteresis. Therefore, when a lean vehicle runs in a state where at least one front wheel is alternately steered to the right in the left-right direction of the vehicle and to the left in the left-right direction of the vehicle, at least one The relationship between the steering angle and the steering torque differs greatly between when the front wheels are steered to the right in the left-right direction of the vehicle and when at least one front wheel is steered to the left in the left-right direction of the vehicle. Further, if the friction between at least one front wheel and the running surface differs, the hysteresis described above also differs.
In this configuration, as described above, at least when the lean vehicle turns and runs, the steering torque, which is the sum of the steering command torque and the friction offset torque, is at least The steering torque applying device is controlled so that the steering torque is applied to one front wheel. This allows the lean vehicle to maintain lean performance both when the lean vehicle is autonomously driving at low speeds in turns without being driven by a rider, and when the lean vehicle is driven by a rider in turning at low speeds. This is highly effective in suppressing the amount of increase in the lean angle regardless of the magnitude of the friction torque of the vehicle, and allows the lean vehicle to turn with a smaller radius. In addition, by performing this control when the lean vehicle is ridden by a rider and turns around, it is highly effective to suppress the amount of operation of the handle portion by the rider when turning the lean vehicle with a smaller radius. Therefore, it is easy to turn a lean vehicle with a small radius.

A lean vehicle according to an embodiment of the present invention may have the following configuration.
The control device is configured to control the lean angle so that the responsiveness of the change in the lean angle to the change in the steering angle is increased at least when the vehicle speed of the lean vehicle is higher than 0 km/h and equal to or lower than 10 km/h. the first lean angle information detected by the information detection device, the first steering angle information detected by the steering angle related information detection device, and the first wheel speed detected by the wheel speed related information detection device The steering torque obtained by adding the friction canceling torque for canceling the friction torque generated due to friction between the at least one front wheel and the running surface to the steering command torque based on at least the information is applied to the at least one front wheel. The steering torque applying device is controlled so that the steering torque applying device is

When the lean vehicle is running at a low speed, higher than 0 km/h and lower than 10 km/h, friction torque is the dominant factor in the variation of the lean angle. Therefore, by controlling the steering torque applying device so that a steering torque obtained by adding a friction canceling torque to the steering command torque is applied to the front wheels, and increasing the responsiveness of changes in the lean angle to changes in the steering angle. Regardless of the magnitude of the frictional torque of a lean vehicle, whether the vehicle is not driven by a rider and travels autonomously at low speeds or the lean vehicle is driven by a rider and travels at low speeds, lean By suppressing the amount of increase in angle, a lean vehicle can turn with a smaller radius. Further, by performing this control when the lean vehicle is driven by the rider, it is possible to suppress the amount of operation of the handle portion by the rider when turning the lean vehicle with a smaller radius. Therefore, it is easy to turn a lean vehicle with a small radius.

A lean vehicle according to an embodiment of the present invention may have the following configuration.
The control device controls the lean angle in response to a change in the steering angle when the lean vehicle is autonomously traveling without being driven by a rider, or when the lean vehicle is traveling while being driven by a rider. The first lean angle information detected by the lean angle related information detection device, the first steering angle information detected by the steering angle related information detection device, and the the friction offset for canceling out the friction torque generated by friction between the at least one front wheel and the running surface with the steering command torque based at least on the first wheel speed information detected by the wheel speed related information detection device; The steering torque applying device is controlled so that the steering torque added to the torque is applied to the at least one front wheel.

According to this configuration, when the lean vehicle is autonomously traveling without being driven by a rider, the amount of increase in the lean angle is suppressed regardless of the magnitude of the friction torque of the lean vehicle, and the lean vehicle can turn with a smaller radius. can.
Further, when the lean vehicle is driven by a rider and travels, the amount of increase in the lean angle can be suppressed regardless of the magnitude of the friction torque of the lean vehicle, and the lean vehicle can be turned with a smaller radius. Furthermore, it is possible to suppress the amount of operation of the steering wheel by the rider when turning a lean vehicle with a smaller radius. Therefore, it is easy to turn a lean vehicle with a small radius.

A lean vehicle according to an embodiment of the present invention may have the following configuration.
A torque around the steering axis applied to the at least one front wheel is input, and second lean angle information related to the lean angle immediately after the torque is applied to the at least one front wheel; A model that outputs related second steering angle information and second wheel speed information related to the wheel speed is a forward model of the lean vehicle, and a model that has an input-output relationship opposite to the forward model of the lean vehicle. In the case of an inverse model of the lean vehicle, the friction canceling torque is related to the steering torque applied to the at least one front wheel from the steering torque applying device and the lean angle immediately after the steering torque is applied. the second lean angle information obtained from the first lean angle information detected by the information detection device; the second steering angle information obtained from the first steering angle information detected by the steering angle related information detection device; and when the second wheel speed information obtained from the first wheel speed information detected by the wheel speed related information detection device is input to the inverse model of the lean vehicle, This torque is based on the difference between the output torque and the output torque.

When a lean vehicle is running at low speed, friction torque is the dominant factor in the lean angle variation. Therefore, the dominant factor in the difference between the steering torque applied to at least one front wheel by the steering torque applying device and the torque output from the inverse model of the lean vehicle is the friction torque. In this configuration, the friction canceling torque includes the steering torque applied to at least one front wheel from the steering torque applying device and the first lean angle detected by the lean angle related information detecting device immediately after the steering torque is applied. second lean angle information obtained from the information, second steering angle information obtained from the first steering angle information detected by the steering angle related information detection device, and first wheel speed detected by the wheel speed related information detection device. The torque is based on the difference between the second wheel speed information obtained from the information and the torque based on the torque output from the lean vehicle inverse model when the second wheel speed information is input to the lean vehicle inverse model. This determines the magnitude of the friction torque of a lean vehicle, both when the lean vehicle is not driven by a rider and travels autonomously at low speeds, and when the lean vehicle is driven by a rider and travels at low speeds. The lean vehicle can turn with a smaller radius by suppressing the amount of increase in the lean angle. Further, by performing this control when the lean vehicle is driven by the rider, it is possible to suppress the amount of operation of the handle portion by the rider when turning the lean vehicle with a smaller radius. Therefore, it is easy to turn a lean vehicle with a small radius.

The vehicle vertical direction in the present invention and embodiments is a direction perpendicular to the running surface. More specifically, it is a direction perpendicular to the ground contact position of the wheel. The running surface is a road surface on which a lean vehicle runs. The vehicle longitudinal direction in the present invention and the embodiments is a direction fixed to the vehicle body frame, and is a traveling direction of the lean vehicle when the lean vehicle is traveling straight. The lateral direction of the vehicle in the present invention and the embodiments is a direction perpendicular to the longitudinal direction of the vehicle and the vertical direction of the vehicle. When a rider rides on a lean vehicle, the left-right direction of the vehicle is the left-right direction for the rider.

In the present invention and embodiments, the plurality of wheels including at least one front wheel and at least one rear wheel may include one front wheel and one rear wheel, or may include one front wheel and multiple rear wheels. , may include multiple front wheels and one rear wheel. In the present invention and embodiments, the lean vehicle may be a two-wheeled vehicle or a three-wheeled vehicle. The lean vehicle may be a motorcycle or a motor tricycle. Motorcycles also include scooters and mopeds. The lean vehicle may be a two-wheeled or three-wheeled bicycle.

The lean vehicle according to the present invention and embodiments may have a positive caster angle. That is, the steering axis may be tilted rearward. The caster angle is the angle formed between the steering axis and the vertical direction of the vehicle, and is positive when the steering axis is tilted rearward. A lean vehicle according to the present invention and embodiments may have a trail length of a positive value. The trail length is the distance between the grounding point of the front wheels and the intersection of the steering axis and the running surface. In other words, the trail length is the distance in the vehicle longitudinal direction between the axle axis of the front wheels and the intersection of the steering axis and the running surface. A state in which the trail length is a positive value is a state in which the grounding point of the front wheels is located further forward of the vehicle than the intersection of the steering axis and the running surface. The lean vehicle according to the present invention and the embodiments may be configured such that the trail length cannot be changed. The lean vehicle according to the present invention and the embodiments may be configured to be able to change the trail length. The trail length may be varied within a range of positive values. The trail length may be changeable from a positive value to a negative value.

The lean vehicle according to the present invention and the embodiments may be configured such that the rear wheels cannot be steered. The lean vehicle according to the present invention and embodiments does not need to have a mechanism that can change the lean angle without changing the steering angle of the front wheels. The lean vehicle according to the present invention and embodiments does not need to have a mechanism that changes the center of gravity position of the body frame without changing the steering angle of the front wheels.
In the lean vehicle according to the present invention and embodiments, a rider may or may not be riding when the control device executes the control of the present invention. The lean vehicle according to the present invention and embodiments may be in a state where it is being driven by a rider or may be in a state where it is not being driven when the control device executes the control of the present invention. Note that the control in this case refers to steering such that a steering torque obtained by adding a friction canceling torque to a steering command torque is applied to at least one front wheel so as to increase the responsiveness of changes in lean angle to changes in steering angle. It is to control the torque applying device. Note that the state in which the lean vehicle is not being driven by a rider means that the lean vehicle is in a state in which it is autonomously traveling. The lean vehicle in the present invention and embodiments may be a vehicle that cannot autonomously travel. The lean vehicle according to the present invention and embodiments may or may not have a handle portion operated by a rider to maintain or change the steering angle. The lean vehicle according to the present invention and embodiments may have at least one operator (for example, an accelerator operator, a brake operator, a bicycle pedal, etc.) operated by the rider to maintain or change the vehicle speed, It is not necessary to have one.

In the present invention and embodiments, supporting a plurality of wheels so as to be rotatable around an axle line means supporting a plurality of wheels so that each wheel can rotate around an axle line. In the present invention and embodiments, when there is a plurality of front wheels, supporting at least one front wheel rotatably around the steering axis means supporting a plurality of front wheels rotatably around the steering axis for each front wheel. means. In the present invention and embodiments, a wheel (front wheel or rear wheel) includes a tire and a wheel body that holds the tire.

In the present invention and embodiments, the first lean angle information related to the lean angle detected by the lean angle related information detection device includes a lean angle, a lean angular velocity which is a time change rate of the lean angle, and a time change in the lean angular velocity. and a lean angular acceleration. The lean angle may be a so-called roll angle. The lean angle related information detection device may be, for example, an IMU (Inertial Measurement Unit).

In the present invention and embodiments, the first steering angle information related to the steering angle detected by the steering angle related information detection device includes a steering angle, a steering angular velocity which is a time change rate of the steering angle, and a temporal change in the steering angular velocity. and at least one of a steering angular acceleration. In the present invention, the steering angle is the rotation angle of any one front wheel around the steering axis. When a lean vehicle is traveling straight, the steering angle is 0. Note that the description of one front wheel is not intended to limit the number of front wheels to a plurality. A lean vehicle may have one front wheel. When the number of front wheels is plural, the lean vehicle may be configured such that the rotation angles of the plurality of front wheels about the steering axis are always the same. When the number of front wheels is plural, the lean vehicle may be configured such that the rotation angles of the plurality of front wheels about the steering axis can be slightly different. In this case, the rotation angle of any one front wheel about the steering axis is related to the rotation angle of the remaining front wheels about the steering axis. The lean vehicle may have two front wheels, and the lean vehicle may be configured such that the rotation angle of the handle portion is between the rotation angles of the two front wheels about the steering axis. In this case, the information related to the steering angle of any one of the front wheels detected by the steering angle related information detection device is at least one of the rotation angle of the handle, the rotation angular velocity of the handle, and the rotation angular acceleration of the handle. But that's fine. Further, the steering angle related information detection device may be a sensor that supports the front wheels rotatably around the axle axis and detects a rotation angle of a steering shaft that is rotatably supported around the steering axis on the vehicle body frame. The steering angle related information detection device may include a sensor that detects the rotation angle of the shaft of the electric motor included in the steering torque imparting device.

In the present invention and embodiments, the first wheel speed information related to the wheel speed detected by the wheel speed related information detection device includes the rotational speed of the front wheel around the axle line, the rotational acceleration around the axle line of the front wheel, and the rotational acceleration of the front wheel around the axle line. Amount of rotation around the axle line (rotation speed or rotation angle), rotation speed of the rear wheel around the axle line, rotational acceleration of the rear wheel around the axle line, amount of rotation of the rear wheel around the axle line, vehicle speed (vehicle speed of lean vehicle) (velocity in the longitudinal direction) and acceleration of the lean vehicle in the longitudinal direction of the vehicle. In the present invention, wheel speed is the rotation angle of any one wheel around the axle axis. The rotational speed of one wheel about its axle is related to the rotational speed of the remaining wheels about their axles. The rotation speed around the axle axis is the number of rotations or rotation angle per unit time. The wheel speed related information detection device may be a sensor provided on the wheel. The wheel speed related information detection device may be a device that detects information related to the wheel speed of the lean vehicle using GNSS (Global Navigation Satellite System). The control device may calculate the vehicle speed from the rotational speed of the front wheels around the axle line and the steering angle. The control device may calculate the vehicle speed from the rotation speed of the rear wheels around the axle line.

In the present invention and embodiments, the steering torque applying device generates a steering torque and applies the generated steering torque to at least one front wheel. In the present invention and embodiments, being configured to apply steering torque around the steering axis to the front wheels means being configured to apply steering torque to a member that rotatably supports the front wheels around the axle axis. means to be For example, the steering torque applying device may be configured to rotatably support the front wheels around the axle axis and apply steering torque to a steering shaft supported by the vehicle body frame so as to be rotatable around the steering axis. When the lean vehicle has a plurality of front wheels, the values of the steering torques applied to the plurality of front wheels may be the same or different. In the present invention, the term "steering torque" means a steering torque applied to one front wheel by a steering torque applying device, or a general term for a plurality of steering torques respectively applied to a plurality of front wheels by a steering torque applying device. do. The steering torque applying device includes a steering actuator that generates steering torque. The steering actuator included in the steering torque applying device is, for example, an electric motor or a hydraulic actuator. If the lean vehicle has a plurality of front wheels, the steering torque applying device may have one actuator, or the number of actuators may be the same as the number of front wheels. When the lean vehicle has an electric power steering device, an assist motor (electric motor) that assists the steering force input by the rider in the electric power steering device may function as a steering actuator of the steering torque applying device of the present invention. The lean vehicle may also have a steer-by-wire system that includes a steering torque applying device.
In the present invention and embodiments, the control device controls the steering torque applied to at least one front wheel from the steering torque applying device so that the steering angle and the lean angle are adjusted, for example, when the acceleration 0 and when the lean vehicle is running with the steering angular velocity being 0, the control device may control the steering torque so that the lean vehicle is in an equilibrium state. The equilibrium state of a lean vehicle means a state in which the combination of values of lean angle, steering angle, and vehicle speed is a combination of values indicating an equilibrium state of a lean vehicle. A combination of values that indicates the equilibrium state of a lean vehicle is a combination of lean angle and steering that, if the steering angle and vehicle speed are maintained at those values and the vehicle is driven, the lean angle will be maintained at that value without changing. It is a combination of angle and vehicle speed values.

In the present invention, the control device includes a friction canceling torque estimating section that estimates a friction canceling torque, and a steering torque obtained by adding the friction canceling torque estimated by the friction canceling torque estimating section to the steering command torque is applied to at least one front wheel. The steering torque applying device may be controlled so that the steering torque is applied.

In the present invention and embodiments, the lean vehicle may include a drive torque applying device. Then, the control device applies a steering torque such that a steering torque obtained by adding a friction canceling torque to a steering command torque is applied to at least one front wheel so as to increase the responsiveness of a change in lean angle to a change in a steering angle. When controlling the device, the control device detects first lean angle information detected by the lean angle related information detection device, first steering angle information detected by the steering angle related information detection device, and wheel speed related information detection. The drive torque applying device may be controlled based on the first wheel speed information detected by the device. For example, the control device uses the first lean angle information detected by the lean angle related information detection device, the first steering angle information detected by the steering angle related information detection device, and the like so that the lean vehicle is in an equilibrium state. When controlling the steering torque application device and the drive torque application device based on the first wheel speed information detected by the wheel speed related information detection device, the control device determines the responsiveness of the lean angle change to the steering angle change. The steering torque applying device may be controlled so that a steering torque obtained by adding a friction canceling torque to a steering command torque is applied to at least one front wheel so as to increase the steering torque.
The drive torque application device is configured to apply positive and negative drive torques to at least one wheel. The drive torque applying device generates a drive torque and applies the generated drive torque to at least one of at least one front wheel and at least one rear wheel.
Being configured to apply positive and negative drive torques means being configured to be able to apply positive and negative drive torques to one wheel at different timings. The positive driving torque is a torque that rotates the wheels in the positive direction so that the lean vehicle moves forward. If a negative drive torque is applied while the wheel is rotating in the positive direction, the rotation of the wheel in the positive direction is decelerated. The drive torque applying device may or may not be configured to be able to generate a torque that rotates the wheels in a negative direction as a negative drive torque.
The drive torque applying device may include at least one of an engine and an electric motor. The drive torque applying device may include a brake device. A lean vehicle does not have a brake device included in the drive torque applying device, and may have a brake device not included in the drive torque applying device. During execution of the control in this case, the control device detects first lean angle information detected by the lean angle related information detection device, first steering angle information detected by the steering angle related information detection device, and wheel speed related information. If the brake device is not controlled based on the first wheel speed information detected by the device, the brake device may not be included in the drive torque application device.

In the present invention and embodiments, the rotation angle of any one of the at least one front wheel around the steering axis is equal to or greater than the rotation angle of the steering wheel around the steering axis, for example, when a lean vehicle rotates around the steering axis. In the case of having one rotatable front wheel, the rotation angle of the one front wheel around the steering axis may be greater than or equal to the rotation angle of the handle portion around the steering axis.
In addition, in the present invention and the embodiments, the fact that the rotation angle of any one of the at least one front wheel around the steering axis is equal to or greater than the rotation angle of the handle part around the steering axis means that the lean vehicle can rotate around the steering axis. It may have a plurality of rotatable front wheels, and the rotation angle of any of the front wheels around the steering axis may be greater than or equal to the rotation angle of the handle portion around the steering axis.
In addition, in the present invention and the embodiments, the fact that the rotation angle of any one of the at least one front wheel around the steering axis is equal to or greater than the rotation angle of the handle part around the steering axis means that the lean vehicle can rotate around the steering axis. It has a plurality of rotatable front wheels, and the front wheels have a rotation angle around the steering axis that is greater than or equal to the rotation angle around the handle axis of the handle part, and a front wheel that has a rotation angle around the steering axis around the handle axis of the handle part. The rotation angle of the front wheel may be less than the rotation angle of the front wheel. In addition, in this case, when the vehicle turns to the left in the left-right direction of the vehicle, the front wheels whose rotation angle around the steering axis is greater than or equal to the rotation angle of the steering wheel part around the steering wheel axis, and the lean vehicle turns to the right in the left-right direction of the vehicle. The front wheels whose rotation angle around the steering axis when turning is greater than or equal to the rotation angle around the steering axis of the handle portion may be the same front wheel or different front wheels.
Further, in the present invention and the embodiments, when the rotation angle of any one of the at least one front wheels around the steering axis is equal to or greater than the rotation angle of the handle part around the steering axis, the at least one front wheel around the steering axis The average value of the rotation angles may be greater than or equal to the rotation angle of the handle portion around the handle axis.
In addition, in the present invention and the embodiments, the case where the rotation angle of any one of the at least one front wheel around the steering axis is equal to or greater than the rotation angle of the handle part around the steering axis means that, for example, the connection part is This is a case in which a speed reduction mechanism that makes the rotation angle of at least one front wheel smaller than the rotation angle of the handle portion around the handle axis is not included. The speed reduction mechanism is a mechanism including, for example, either a rack and pinion type steering gear box or a ball nut type steering gear box.
Further, in the present invention and the embodiments, for example, when the lean vehicle is a two-wheeled vehicle and one front wheel is rotatable around the steering axis, the steering wheel axis may coincide with the steering axis. Further, for example, when the lean vehicle has two front wheels rotatable around the steering axis, the steering wheel axis does not need to coincide with the steering axis. If the handle axis does not coincide with the steering axis, the handle axis may be parallel to the steering axis.

In the present invention and embodiments, the contact portion, which is the portion of the outer edge of the front wheel in a cross section perpendicular to the circumferential direction that contacts the running surface, refers to the portion of the outer edge of the front wheel in the cross section perpendicular to the circumferential direction that is traveling when the lean vehicle is running. A part that can come into contact with a surface. For example, the contact portion of the front wheel is the tread surface of the tire. Furthermore, the fact that the contact portion of the front wheel is arc-shaped includes that the contact portion of the front wheel is an arc with a constant curvature, and that the contact portion of the front wheel is a curve close to a circular arc with a non-constant curvature.

In the present invention, when the lean vehicle is running in a lean state in which at least one front wheel is alternately switched between a state where the front wheel is steered to the right of the vehicle and a state where the front wheel is steered to the left of the vehicle, the lean vehicle is running, for example. It may be when the vehicle is running in a slalom, or when the lean vehicle is running in a figure 8 shape.

In the present invention and embodiments, a forward model of a lean vehicle means that the input (control variable) is the steering torque, and the output (detected value) is the second lean angle information, the second steering angle information, and the second wheel speed information. This is a model of a lean vehicle. For example, the forward model of a lean vehicle may be expressed by a transfer function G(s).
The second lean angle information may include at least one of a lean angle, a lean angular velocity that is a time change rate of the lean angle, and a lean angular acceleration that is a time change rate of the lean angular velocity. The second lean angle information may be the same information as the first lean angle information detected by the lean angle related information detection device. The second lean angle information may be information different from the first lean angle information that is related to the first lean angle information detected by the lean angle related information detection device.
The second steering angle information may include at least one of a steering angle, a steering angular velocity which is a time change rate of the steering angle, and a steering angular acceleration which is a time change rate of the steering angular velocity. The second steering angle information may be the same information as the first steering angle information detected by the steering angle related information detection device. The second steering angle information may be different information from the first steering angle information that is related to the first steering angle information detected by the steering angle related information detection device.
The second wheel speed information includes the rotation speed of the front wheel around the axle line, the rotational acceleration of the front wheel around the axle line, the rotation amount (rotation speed or rotation angle) of the front wheel around the axle line, and the rotation speed of the rear wheel around the axle line. , rotational acceleration of the rear wheels around the axle line, rotation amount of the rear wheels around the axle line, vehicle speed (vehicle longitudinal speed of the lean vehicle), and acceleration of the lean vehicle in the vehicle longitudinal direction. The second wheel speed information may be the same information as the first wheel speed information detected by the wheel speed related information detection device. The second wheel speed information may be information different from the first wheel speed information that is related to the first wheel speed information detected by the wheel speed related information detection device.
The lean vehicle inverse model is a model in which the input-output relationship is opposite to that of the lean vehicle forward model. That is, in the lean vehicle inverse model, the inputs are the second lean angle information, the second steering angle information, and the second wheel speed information, and the output is the steering torque. If the forward model of a lean vehicle is represented by a transfer function G(s), the inverse model of a lean vehicle is represented by an inverse transfer function G ⁻¹ (s). Further, the control device may store information on an inverse model of a lean vehicle.
Furthermore, in the present invention and the embodiments, the torque based on the torque output from the inverse model of the lean vehicle may be the torque itself output from the inverse model of the lean vehicle, or the torque based on the torque output from the inverse model of the lean vehicle. It may be another torque based on the torque applied. The other torque based on the torque output from the lean vehicle inverse model may be, for example, a torque calculated by multiplying the torque output from the lean vehicle inverse model by a predetermined coefficient.
In addition, in the present invention and the embodiments, the friction canceling torque is the torque based on the difference between the steering torque and the torque based on the torque output from the inverse model of the lean vehicle. Alternatively, the torque may be a torque different from the above-mentioned difference depending on the above-mentioned difference. The torque other than the above difference may be, for example, a torque calculated by multiplying the above difference by a predetermined coefficient.

A control device includes first lean angle information detected by the lean angle related information detection device, first steering angle information detected by the steering angle related information detection device, and first lean angle information detected by the wheel speed related information detection device. A steering torque obtained by adding a friction canceling torque for canceling friction torque generated due to friction between the at least one front wheel and a running surface to the steering command torque based on the one-wheel speed information is applied to at least one front wheel. Whether or not the steering torque applying device is being controlled can be determined, for example, as follows.
First, a steering command torque is detected by the first lean angle information detected by the lean angle related information detection device, the first steering angle information detected by the steering angle related information detection device, and the wheel speed related information detection device. For example, it is determined as follows whether or not the vehicle is being controlled based on at least the first wheel speed information obtained.
Tests are conducted multiple times in which a lean vehicle is started and accelerated to a target vehicle speed. Test conditions such as the steering angle before starting, the lean angle before starting, the target vehicle speed, and the acceleration to the target vehicle speed are changed. The test conditions also include whether the lean vehicle moves straight or turns during acceleration, and the value of its turning radius. Tests with the same test conditions are also conducted multiple times. Note that even if all test conditions are set the same, the behavior of lean vehicles will not necessarily be completely the same. This also applies to the lean vehicle of the present invention. The lower the target vehicle speed and acceleration, the more likely the behavior of a lean vehicle will differ even if the same test conditions are set. In each test, the lean angle, lean angular velocity, lean angular acceleration, steering angle, steering angular velocity, steering angular acceleration, vehicle speed, and acceleration of the lean vehicle in the longitudinal direction of the vehicle are measured. Then, it is checked whether there are any test results that satisfy the following discrimination conditions A1 to A3.
A1: In any two tests, there is a point in time when the steering angle, steering angular velocity, steering angular acceleration, vehicle speed, and acceleration of the lean vehicle in the forward direction of the vehicle are the same and the lean angles are different. The steering torques applied immediately after are different from each other.
A2: In any two tests, there is a point in time when the lean angle, lean angular velocity, lean angular acceleration, vehicle speed, and acceleration of the lean vehicle in the forward direction of the vehicle are the same, but the steering angles are different. The steering torques applied immediately after are different from each other.
A3: In any two tests, the point in time when the lean angle, lean angular velocity, lean angular acceleration, steering angle, steering angular velocity, and steering angular acceleration are the same, the lean angle is greater than 0, and the vehicle speed is different from each other. exists, and the steering torques applied immediately after this point are different from each other.
If there is a test result in which the steering torque satisfies the determination conditions A1 to A3, the first lean angle information detected by the lean angle related information detection device, the first steering angle information detected by the steering angle related information detection device, and , it can be determined that the steering command torque is controlled based at least on the first wheel speed information detected by the wheel speed related information detection device.
The steering command torque is based on the first lean angle information detected by the lean angle related information detection device, the first steering angle information detected by the steering angle related information detection device, and the first lean angle information detected by the wheel speed related information detection device. If it can be estimated that the torque is based on at least one wheel speed information, for example, by conducting a first running test and a second running test as described below, the steering torque, which is the sum of the steering command torque and the friction offset torque, can be estimated to be at least It is determined whether the steering torque application device is controlled so that the torque is applied to one front wheel.
In the first test run, the lean vehicle is run on the first running surface so that the lean angle, steering angle, and vehicle speed are maintained, and from this state, an external force causes the steering shaft to steer the front wheels to the right of the vehicle; Then, by alternately applying an external force to steer the front wheels to the left of the vehicle and changing the steering angle, the lean vehicle is caused to turn and run. When running the lean vehicle in a turn, the lean vehicle may be run in a slalom or in a figure-eight pattern. The same applies to the turnaround runs in the second to twelfth test runs, which will be described later.
In a second test run, the lean vehicle was run on a second running surface with a different coefficient of friction from the first running surface so that the lean angle, steering angle, and vehicle speed were maintained, and from this state, the steering shaft By applying the same external force as during the first test run and changing the steering angle, the lean vehicle is caused to turn and run.
In the first running test and the second running test, the lean angle, steering angle, and vehicle speed before applying the external force are the same. Here, the friction torque is varied between the first running test and the second running test by varying the friction coefficient of the running surface on which the lean vehicle runs.
If there is no significant difference in how the lean angle, steering angle, and vehicle speed change after the external force is applied between the first driving test and the second driving test, the steering torque applied by the steering torque applying device is determined. can be estimated to be the steering torque obtained by adding the friction canceling torque to the steering command torque. There were significant differences between the first and second running tests in the way information related to the lean angle, information related to the steering angle, and information related to the wheel speed changed after the external force was applied. In this case, it can be estimated that the steering torque applied by the steering torque applying device corresponds to the steering command torque to which no torque is added to offset the friction torque.
Alternatively, for example, by conducting a third running test and a fourth running test as described below, the steering torque applying device is configured so that a steering torque obtained by adding a friction canceling torque to a steering command torque is applied to at least one front wheel. It may also be determined whether or not it is being controlled.
In the third running test, the lean vehicle was run with the front and rear tire air pressures at predetermined pressures, and the lean angle, steering angle, and vehicle speed were maintained. From this state, the front wheels were connected to the steering shaft of the vehicle. The lean vehicle is made to turn and run by alternating the application of an external force for steering the vehicle to the right and an external force for steering the front wheels to the left of the vehicle to change the steering angle.
In the fourth test run, this lean vehicle was run with the air pressure of the front wheels and rear wheels set to different pressures from the third run test, and the lean angle, steering angle, and vehicle speed were maintained. From this state, the steering shaft By applying the same external force as during the third test run and changing the steering angle, the lean vehicle is caused to turn and run.
In the third running test and the fourth running test, the lean angle, steering angle, and vehicle speed before applying the external force are the same. Here, the friction torque was varied between the third running test and the fourth running test by varying the air pressure of the front tires.
If there is no significant difference in how the lean angle, steering angle, and vehicle speed change after the external force is applied between the third driving test and the fourth driving test, the steering torque applied by the steering torque applying device is determined. can be estimated to be the steering torque obtained by adding the friction canceling torque to the steering command torque. If there is a large difference in the way the lean angle, steering angle, and wheel speed change after the external force is applied between the third running test and the fourth running test, the steering torque applied by the steering torque applying device is , it can be estimated that the torque corresponds to the steering command torque to which no torque is added to offset the friction torque.
Alternatively, for example, by conducting the fifth running test and the sixth running test as described below, the steering torque applying device is configured such that a steering torque obtained by adding a friction canceling torque to the steering command torque is applied to at least one front wheel. It may also be determined whether or not it is being controlled.
In the fifth running test, the lean vehicle was run with the front wheels of the first width attached so that the lean angle, steering angle, and vehicle speed were maintained, and from this state, the front wheels were attached to the steering shaft. The lean vehicle is made to turn and run by alternating the application of an external force for steering the vehicle to the right and an external force for steering the front wheels to the left of the vehicle to change the steering angle.
In the sixth running test, this lean vehicle was run with front wheels having a second width different from the first width attached, and the lean angle, steering angle, and vehicle speed were maintained, and from this state, By applying the same external force as during the fifth test run to the steering shaft and changing the steering angle, the lean vehicle is caused to turn and run.
In the fifth running test and the sixth running test, the lean angle, steering angle, and vehicle speed before applying the external force are the same. Here, the friction torque was varied between the fifth running test and the sixth running test by varying the width of the front wheels.
If there is no significant difference in how the lean angle, steering angle, and vehicle speed change after the external force is applied between the fifth driving test and the sixth driving test, the steering torque applied by the steering torque applying device is determined. can be estimated to be the steering torque obtained by adding the friction canceling torque to the steering command torque. If there is a large difference in how the lean angle, steering angle, and wheel speed change after the external force is applied between the fifth driving test and the sixth driving test, the steering torque applied by the steering torque applying device is , it can be estimated that the torque corresponds to the steering command torque to which no torque is added to offset the friction torque.
Alternatively, for example, by conducting the seventh running test and the eighth running test as described below, the steering torque applying device is configured so that a steering torque obtained by adding a friction canceling torque to the steering command torque is applied to at least one front wheel. It may also be determined whether or not it is being controlled.
In the seventh running test, the rider drives the lean vehicle, and the lean vehicle is then driven back and forth on the first running surface.
In the eighth test run, the rider drives the lean vehicle, and the lean vehicle is then driven back and forth on a second running surface that has a different coefficient of friction from the first running surface.
The running trajectory and vehicle speed of the lean vehicle are made almost the same in the seventh running test and the eighth running test. Here, the friction torque is varied between the seventh running test and the eighth running test by varying the friction coefficient of the running surface on which the lean vehicle runs.
Then, in the seventh running test and the eighth running test, if there is no large difference in the steering torque applied by the rider to the steering wheel section when the vehicle is running lean, the steering torque applied by the steering torque applying device is different from the steering command. It can be estimated that the steering torque is the torque plus the friction offset torque. If there is a large difference in the steering torque applied by the rider to the steering wheel section between the 7th running test and the 8th running test when the lean vehicle is running, the steering torque applied by the steering torque applying device cancels out the friction torque. It can be estimated that the torque corresponds to the steering command torque to which no torque is added.
Alternatively, for example, by conducting the ninth running test and the tenth running test as described below, the steering torque applying device is configured so that a steering torque obtained by adding a friction canceling torque to the steering command torque is applied to at least one front wheel. It may also be determined whether or not it is being controlled.
In the ninth driving test, the rider drives the lean vehicle with the air pressure of the front and rear tires set to a predetermined pressure, and the lean vehicle is then driven back and forth.
In the tenth test run, the rider drives the lean vehicle with the air pressures of the front wheels and rear wheels of the lean vehicle set to different pressures from those in the ninth test run, thereby causing the lean vehicle to turn around and run.
The running trajectory and vehicle speed of the lean vehicle are approximately the same in the ninth running test and the tenth running test. Here, the friction torque was varied by varying the air pressure of the front wheels between the 9th running test and the 10th running test.
Then, in the ninth running test and the tenth running test, if there is no large difference in the steering torque applied by the rider to the steering wheel section when the vehicle is running lean, the steering torque applied by the steering torque applying device is different from the steering command. It can be estimated that the steering torque is the torque plus the friction offset torque. If there is a large difference in the steering torque applied by the rider to the steering wheel section between the 9th running test and the 10th running test when the lean vehicle is running, the steering torque applied by the steering torque applying device cancels out the friction torque. It can be estimated that the torque corresponds to the steering command torque to which no torque is added.
Alternatively, for example, by conducting the eleventh running test and the twelfth running test as described below, the steering torque applying device is configured so that a steering torque obtained by adding a friction canceling torque to the steering command torque is applied to at least one front wheel. It may also be determined whether or not it is being controlled.
In the eleventh test run, the rider drives the lean vehicle with the front wheels having the first width attached to the lean vehicle, thereby causing the lean vehicle to turn around and run.
In the twelfth running test, the lean vehicle is made to turn around and run by having a rider drive the lean vehicle with a front wheel having a second width different from the first width attached.
In the 11th running test and the 12th running test, the running trajectory and vehicle speed of the lean vehicle are approximately the same. Here, the friction torque was varied between the 11th running test and the 12th running test by varying the width of the front wheels.
If there is no significant difference in the steering torque applied by the rider to the steering wheel section between the 11th running test and the 12th running test when the vehicle is running lean, the steering torque applied by the steering torque applying device is different from the steering command. It can be estimated that the steering torque is the torque plus the friction offset torque. If there is a large difference in the steering torque applied by the rider to the steering wheel section between the 11th running test and the 12th running test when the vehicle is running lean, the steering torque applied by the steering torque applying device cancels out the friction torque. It can be estimated that the torque corresponds to the steering command torque to which no torque is added.

In the present invention and embodiments, rotation is not limited to rotation of 360° or more. Rotation in the present invention and embodiments also includes rotations of less than 360°.

In the present invention and embodiments, controlling based on A does not mean to limit the information used for control to only A. Controlling based on A includes controlling based on A and information other than A.

In the present invention and embodiments, "at least one of the plurality of options" includes all possible combinations of the plurality of options. At least one (one) of the multiple options may be any one of the multiple options, or may be all of the multiple options. For example, at least one of A, B, and C may be only A, only B, only C, A and B, or A and C. It may be B and C, or it may be A, B, and C.

In the claims, if the number of a certain component is not clearly specified and is expressed in the singular when translated into English, the present invention may have a plurality of this component. Further, the present invention may include only one such component.

In the present invention and embodiments, the words including, comprising, having and derivatives thereof are intended to encompass additional items in addition to the listed items and their equivalents. It has been used for many years.

In the present invention and embodiments, the terms "mounted," "connected," "coupled," and "supported" are used in a broad sense. Specifically, it includes not only direct attachment, connection, coupling, and support, but also indirect attachment, connection, coupling, and support. Furthermore, connected and coupled are not limited to physical or mechanical connections/couplings. They also include direct or indirect electrical connections/coupling.

Unless defined otherwise, all terms (including technical and scientific terms) used in this specification and the claims have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. Terms such as those defined in commonly used dictionaries should be construed to have meanings consistent with the relevant art and their meanings in the context of this disclosure, and should not be interpreted as It cannot be interpreted in that sense.

Note that in the present invention and embodiments, the term "preferable" is non-exclusive. "Preferred" means "preferred, but not limited to." In this specification, the configuration described as "preferable" exhibits at least the above-mentioned effects obtained by the configuration of claim 1. Furthermore, in this specification, the term "may" is non-exclusive. "You may do so" means "you may do so, but it is not limited to this." In this specification, the configuration described as "may be performed" produces at least the above-mentioned effects obtained by the configuration of claim 1.

Before describing embodiments of the invention in detail, it is to be understood that the invention is not limited to the details of construction and arrangement of components that are described in the following description or illustrated in the drawings. The present invention is also possible in embodiments other than those described below. The present invention is also possible in embodiments in which various changes are made to the embodiments described below.

According to the lean vehicle of the present invention, whether the lean vehicle is not driven by a rider and travels autonomously at low speed, or the lean vehicle is driven by a rider and travels at low speed, the lean vehicle It is possible to suppress the amount of increase in the lean angle regardless of the magnitude of the friction torque and make the lean vehicle turn with a smaller radius. Further, by performing this control when the lean vehicle is ridden by a rider and traveling, it is possible to suppress the amount of operation of the handle portion by the rider when turning the lean vehicle with a smaller radius. Therefore, it is easy to turn a lean vehicle with a small radius.

FIG. 2 is a diagram illustrating the configuration of a lean vehicle according to a first embodiment of the present invention, a process for controlling a steering torque applying device by a control device, and a torque applied to at least one front wheel. (a) is a diagram showing a configuration of a lean vehicle according to a second embodiment of the present invention viewed from the front, and (b) is a diagram showing a configuration of a lean vehicle according to a second embodiment of the present invention viewed from above. be. (a) is a diagram for explaining the contact position of the front wheel with the running surface when the lean angle is 0 in the third embodiment of the present invention, and (b) is a diagram for explaining the contact position of the front wheel with the running surface when the lean angle is 0 in the third embodiment of the present invention. FIG. 4 is a diagram for explaining the contact position of the front wheel with the running surface when the change from 0; (a) is a diagram showing an example of the relationship between the steering angle and the steering torque when the lean vehicle is turned and runs in the fourth embodiment of the present invention, and (b) is a diagram showing an example of the relationship between the steering angle and the steering torque in the fourth embodiment of the present invention. It is a figure for explaining the slalom run as a turn-around run, and (c) is a figure for explaining the figure-8-shaped run as a turn-back run in the fourth embodiment of the present invention. (a) is a block diagram illustrating torque applied to at least one front wheel in a lean vehicle according to a fifth embodiment of the present invention, and (b) is a block diagram illustrating a lean vehicle according to a modification of the fifth embodiment of the present invention. FIG. 2 is a block diagram illustrating torque applied to at least one front wheel in a vehicle. FIG. 7 is a block diagram illustrating torque applied to at least one front wheel in a lean vehicle according to a sixth embodiment of the present invention.

<Definition of direction>
In the figure, U is the vehicle upward direction of a lean vehicle, D is the vehicle downward direction of the lean vehicle, L is the vehicle left direction of the lean vehicle, R is the vehicle right direction of the lean vehicle, F is the vehicle front direction of the lean vehicle, Re indicates the rearward direction of the lean vehicle.

<First embodiment>
Hereinafter, a first embodiment of the present invention will be described with reference to FIG. 1. The lean vehicle 1 of the first embodiment includes a plurality of wheels 2, a body frame 5, a lean angle related information detection device 6, a steering angle related information detection device 7, a wheel speed related information detection device 8, a steering torque application device 12, and a control device. It has a device 9. The plurality of wheels 2 include at least one front wheel 3 and at least one rear wheel 4. At least one rear wheel 4 is arranged further rearward than at least one front wheel 3 in the longitudinal direction of the vehicle. The lean vehicle 1 shown in FIG. 1 is an example of the lean vehicle 1 of this embodiment. Although the lean vehicle 1 shown in FIG. 1 is a two-wheeled vehicle, the lean vehicle 1 of the first embodiment is not limited to a two-wheeled vehicle. The vehicle body frame 5 rotatably supports a plurality of wheels 2 around an axle axis X1, and supports at least one front wheel 3 rotatably around a steering axis X2. The vehicle body frame 5 tilts to the right of the vehicle with respect to the vertical direction of the vehicle when turning to the right, and tilts to the left of the vehicle with respect to the vertical direction of the vehicle when turning to the left. The lean angle related information detection device 6 detects first lean angle information related to the lean angle φ, which is the inclination angle of the vehicle body frame 5 in the vehicle lateral direction with respect to the vehicle vertical direction. The steering angle related information detection device 7 detects first steering angle information related to the steering angle δ, which is the rotation angle of any one front wheel 3 about the steering axis X2. The wheel speed related information detection device 8 detects first wheel speed information related to the wheel speed S, which is the rotational speed of any one wheel 2 around the axle axis X1. The steering torque applying device 12 is configured to apply a steering torque around the steering axis X2 to at least one front wheel 3.
Note that the lean vehicle 1 may include a driving torque applying device configured to apply driving torque to at least one front wheel 3 and/or at least one rear wheel 4, or may include a driving torque applying device. It doesn't have to be.

The control device 9 is configured to control the steering torque applied by the steering torque applying device 12. The control device 9 controls the steering torque applied to at least one front wheel 3 from the steering torque applying device 12 so that the steering angle δ and the lean angle φ are adjusted. At this time, the control device 9 detects the first lean angle information detected by the lean angle related information detection device 6 and the steering angle related information so as to increase the responsiveness of the change in the lean angle φ to the change in the steering angle δ. Friction between at least one front wheel 3 and the running surface G is applied to a steering command torque based on at least the first steering angle information detected by the device 7 and the first wheel speed information detected by the wheel speed related information detection device 8. The steering torque applying device 12 is controlled so that a steering torque including a friction canceling torque for canceling the friction torque generated by the steering torque is applied to at least one front wheel 3.
The control device 9 performs processing according to the flowchart shown in FIG. 1 in order to control the steering torque applying device 12 as described above. More specifically, in step S1, the control device 9 determines the steering command torque T1 based on the first lean angle information, the first steering angle information, and the first wheel speed information.
Subsequently, the control device 9 estimates the friction canceling torque T2 in step S2. Although the method for estimating the friction canceling torque T2 in step S2 is not particularly limited, for example, the steering torque T3 applied to at least one front wheel 3 by the steering torque applying device 12 immediately before, and the The friction offset torque T2 is estimated based on at least the first lean angle information, the first steering angle information, and the first wheel speed information.
Subsequently, in step S3, the control device 9 calculates the steering torque T3 and instructs the steering torque applying device 12 to apply the calculated steering torque T3 to at least one front wheel 3. The steering torque T3 is a torque obtained by adding the friction canceling torque T2 estimated in step S2 to the steering command torque T1 determined in step S1. The steering torque applying device 12 applies a steering torque T3 to at least one front wheel 3 based on the above command.
Thereafter, the control device 9 repeatedly performs the processing of steps S1 to S3. In FIG. 1, the control device 9 performs step S2 after step S1, but step S1 may be performed after step S2, or step S1 and step S2 may be performed in parallel.

Next, in the first embodiment, when the control device 9 controls the steering torque applying device 12 as described above, the torque around the steering axis X2 applied to at least one front wheel 3 will be explained in the block diagram of FIG. I will explain using
The steering command torque determination unit 21 in the block diagram of FIG. 1 determines the steering command torque T1 according to at least the detection information y. The detection information y is information related to the lean angle φ obtained from the first lean angle information, information value related to the steering angle δ obtained from the first steering angle information, and wheel information obtained from the first wheel speed information. This is information related to speed S. The information related to the lean angle φ obtained from the first lean angle information may be the first lean angle information itself detected by the lean angle related information detection device 6, or may be obtained from the first lean angle information. The information may be different from the first lean angle information. For example, the first lean angle information may be the lean angular velocity, and the information related to the lean angle φ obtained from the first lean angle information may be the lean angle φ. The information related to the steering angle δ obtained from the first steering angle information may be the first steering angle information itself detected by the steering angle related information detection device 7, or may be obtained from the first steering angle information. The information may be different from the first steering angle information. The information related to the wheel speed S obtained from the first wheel speed information may be the first wheel speed information itself detected by the wheel speed related information detection device 8, or may be obtained from the first wheel speed information. The information may be different from the first wheel speed information. That is, the steering command torque determination unit 21 corresponds to the process of determining the steering command torque T1 in step S1.
The friction-cancelling torque estimating section 22 in the block diagram of FIG. 1 is a model of the process of estimating the friction-cancelling torque T2 in step S2, and outputs the friction-cancelling torque T2.
The plant 23 in the block diagram of FIG. 1 inputs a torque around the steering axis X2 applied to at least one front wheel 3, and outputs detection information y immediately after the torque is applied to at least one front wheel 3. do. In the lean vehicle 1, the plant 23 applies torque around the steering axis X2 to at least one front wheel 3, and detects first lean angle information, first steering angle information, and first wheel speed information by the detection devices 6 to 8. It corresponds to what will be done.
As shown in the block diagram of FIG. 1, the steering torque T3 applied from the steering torque applying device 12 to at least one front wheel 3 is added to the steering command torque T1 calculated by the steering command torque determination unit 21, and the friction canceling torque This is the torque obtained by adding the friction canceling torque T2 estimated by the estimator 22.
Then, an applied torque T5 obtained by adding the disturbance torque T4 to the steering torque T3 is applied to at least one front wheel 3 (inputted to the plant 23). Here, the disturbance torque T4 includes friction torque due to friction between at least one front wheel 3 and the running surface G. Further, when the lean vehicle 1 is running at low speed, the above-mentioned friction torque is dominant in the disturbance torque T4. Therefore, in the lean vehicle 1 of the first embodiment, while friction torque is applied to at least one front wheel 3, the steering torque applying device 12 applies friction canceling torque to at least one front wheel 3 in addition to the steering command torque T1. Friction torque steering torque T3, which is the addition of T2, is applied. Thereby, in the lean vehicle 1, the amount of increase in the lean angle φ can be suppressed regardless of the magnitude of the friction torque, and the lean vehicle 1 can be turned with a smaller radius.

Note that the control device 9 of the first embodiment may control the steering torque applying device 12 as described above at least when the vehicle speed of the lean vehicle 1 is higher than 0 km/h and lower than or equal to 10 km/h. The control device 9 of the first embodiment may control the steering torque applying device 12 as described above only when the vehicle speed is equal to or less than a predetermined vehicle speed. The predetermined vehicle speed is a vehicle speed of 10 km/h or more. The control device 9 of the first embodiment may control the steering torque applying device 12 as described above in the entire vehicle speed range of the lean vehicle 1.

In addition, in FIG. 1, the contact portion, which is the portion of the outer edge of at least one front wheel 3 that contacts the running surface in a cross section perpendicular to the circumferential direction, has an arc shape, but the contact portion of at least one front wheel 3 has a flat shape. There may be.

Further, in the first embodiment, when the lean vehicle 1 is not driven by a rider and travels autonomously, the control device 9 increases the responsiveness of the change in the lean angle φ to the change in the steering angle δ, as described above. The steering torque applying device 12 may be controlled so that the steering torque T3 obtained by adding the friction canceling torque T2 to the steering command torque T1 is applied to at least one front wheel 3. In this case, the lean vehicle 1 may be provided with a switch for switching whether or not to cause the lean vehicle 1 to travel autonomously.

Further, in the first embodiment, when the lean vehicle 1 is driven by a rider and travels, the control device 9 is configured to increase the responsiveness of changes in the lean angle φ to changes in the steering angle δ, as described above. The steering torque applying device 12 may be controlled so that a steering torque T3 obtained by adding the friction canceling torque T2 to the steering command torque T1 is applied to at least one front wheel 3. In this case, for example, the lean vehicle 1 may include a switch that switches whether or not the lean vehicle 1 runs autonomously. The control device 9 may detect that the lean vehicle 1 is being driven by a rider based on the fact that the lean vehicle 1 is traveling with this switch turned off. Note that the lean vehicle 1 of the first embodiment may be a vehicle that does not have such a switch and cannot autonomously travel.

<Second embodiment>
A lean vehicle 1 according to a second embodiment of the present invention will be described below with reference to FIGS. 2(a) and 2(b). The lean vehicle 1 of the second embodiment has all the features of the lean vehicle 1 of the first embodiment.
Further, the lean vehicle 1 of the second embodiment includes a handle portion 29 and a connecting portion 28.
The handle portion 29 is a portion operated by the rider to steer at least one front wheel 3. In the examples shown in FIGS. 2(a) and 2(b), the handle portion 29 has a bar handle in which a portion to be gripped by the rider's right hand and a portion to be gripped by the rider's left hand are integrated. The portion 29 may have a separate handle in which a portion to be gripped by the rider's right hand and a portion to be gripped by the left hand are separate members.
The connecting portion 28 connects at least one front wheel 3 and the handle portion 29 . The connecting portion 28 has a steering shaft 31 connected to the handle portion 29 . The steering shaft 31 is supported by the vehicle body frame 5 so as to be rotatable around the steering wheel axis X3 within a rotation angle range of less than 360°. Thereby, the handle portion 29 is rotatably supported by the vehicle body frame 5 around the handle axis X3. In the example shown in FIGS. 2(a) and 2(b), the lean vehicle 1 includes one front wheel 3, and the connection portion 28 is such that one front wheel 3 is integrally connected to the vehicle body frame 5. In contrast, it is configured to be rotatable around the steering axis X2. Thereby, the handle axis X3 coincides with the steering axis X2. However, the lean vehicle 1 of the second embodiment includes a plurality of front wheels 3, and the connection portion 28 is such that each front wheel 3 is integrally connected to a portion of the connection portion 28 and other portions of the connection portion 28. Each front wheel 3 may be configured to be rotatable around the steering axis X2. In this case, the handle axis X3 does not coincide with the steering axis X2 of any of the front wheels 3. Although not shown in FIGS. 2(a) and 2(b), the steering torque applying device 12 applies a torque around the steering axis X3 to the steering shaft 31, for example, so that the front wheels 3 are aligned with the steering axis. It is configured to apply a steering torque around X2.
In the lean vehicle 1 of the second embodiment, the connecting portion 28 is such that when the handle portion 29 rotates around the steering axis X3, at least one front wheel 3 rotates around the steering axis X2; When the steering wheel rotates around the steering axis X2, the handle portion 29 rotates around the steering axis X3. The rotation angle of one of the at least one front wheels 3 about the steering axis X2 is greater than or equal to the rotation angle of the handle portion 29 about the steering axis X3. As in the example of FIGS. 2(a) and 2(b), when the lean vehicle 1 includes one front wheel 3 and the steering wheel axis X3 coincides with the steering axis X2, the steering wheel axis of the steering wheel portion 29 The rotation angle about X3 and the rotation angle of one front wheel 3 about the steering axis X2 are the same or almost the same. When the lean vehicle 1 of the second embodiment includes two front wheels 3 and the steering wheel axis X3 does not coincide with the steering axis X2 of any of the front wheels 3, the rotation angle of the steering wheel portion 29 around the steering wheel axis X3 is as follows. The rotation angle may be between the rotation angles of the two front wheels 3 about the steering axis X2.

Here, in the lean vehicle 1 of the second embodiment, the rotation angle of any one of the at least one front wheels 3 about the steering axis X2 is greater than or equal to the rotation angle of the handle portion 29 about the steering axis X3. Therefore, even if the change in the rotation angle of the handle portion 29 around the handle axis X3 is small, the friction torque changes greatly.
Furthermore, in the lean vehicle 1 of the second embodiment, the rotation angle range of the handle portion 29 is less than 360°. Therefore, even if the rotation angle of the handle portion 29 about the handle axis X3 is small, the friction torque changes significantly.
In the second embodiment, in the lean vehicle 1 in which the friction torque changes greatly even if the change in the rotation angle of the handle portion 29 around the handle axis X3 is small, the control device 9 controls the control device 9 as described in the first embodiment. Similarly, the steering torque applying device 12 is controlled.

<Example of modification of second embodiment>
In the lean vehicle 1 of the second embodiment, the rotation angle of at least one front wheel 3 about the steering axis X2 is smaller than the rotation angle of the handle part 29 about the steering axis X3, and the rotation angle range of the handle part 29 is smaller than the rotation angle of the handle part 29 about the steering axis X3. It may be less than 360°.
Alternatively, in the lean vehicle 1 of the second embodiment, the rotation angle of any one of the at least one front wheel 3 about the steering axis X2 is greater than or equal to the rotation angle of the handle portion 29 about the steering axis X3, and , the rotation angle range of the handle portion 29 may be 360° or more.
Alternatively, in the lean vehicle 1 of the second embodiment, the rotation angle of at least one front wheel 3 about the steering axis X2 is smaller than the rotation angle of the handle part 29 about the steering axis X3, and the rotation angle of the handle part 29 is The range may be 360° or more.

<Third embodiment>
A lean vehicle 1 according to a third embodiment of the present invention will be described below with reference to FIGS. 3(a) and 3(b). The lean vehicle 1 of the third embodiment has all the features of the lean vehicle 1 of the first embodiment. Moreover, the lean vehicle 1 of the third embodiment may have the characteristics of the lean vehicle 1 of the second embodiment.
In the lean vehicle 1 of the third embodiment, the contact portion 3a, which is the portion that contacts the running surface G of the outer edge of at least one front wheel 3 in a cross section perpendicular to the circumferential direction, has an arc shape.
When the lean angle φ is 0 and the steering angle δ is 0, the contact position 3b of the contact portion 3a of the front wheel 3 that contacts the running surface G is, for example, as shown in FIG. This is the position on the center line X4 in the width direction.
When the lean angle φ changes from 0, the contact position 3b of the contact portion 3a of the front wheel 3 that contacts the running surface G changes from the center line X4 of the front wheel 3 in the left-right direction of the vehicle, for example, as shown in FIG. It shifts. Further, as the lean angle φ increases, the contact position 3b deviates from the center line X4 in the left-right direction of the vehicle. Note that FIG. 3(b) shows a case where the lean vehicle 1 is tilted to the right with respect to the vertical direction of the vehicle.
Although not shown, in the lean vehicle 1 in which the contact portion 3a of the front wheel 3 has an arc shape, the steering axis X2 is oblique with respect to the vertical direction of the vehicle. The contact position 3b of the contact portion 3a of No. 3 that contacts the running surface G is different. Specifically, when the steering angle δ to the right increases, the contact position 3b of the contact portion 3a of the front wheel 3 that contacts the running surface G shifts to the right. Furthermore, when the steering angle δ to the left increases, the contact position 3b of the contact portion 3a of the front wheel 3 that contacts the running surface G shifts to the left.
As described above, in the lean vehicle 1 in which the contact portion 3a of the front wheel 3 has an arc shape, the contact position 3b of the contact portion 3a differs depending on the lean angle φ and the steering of the front wheel 3. When the contact position 3b of the contact portion 3a is different, the contact area of the contact portion 3a with the running surface G is different, and the friction torque is different.

In the third embodiment, in a lean vehicle 1 having front wheels 3 having arcuate contact portions 3a, the friction torque varies depending on the lean angle φ and the steering of the front wheels 3. The steering torque applying device 12 is controlled in the same manner as described above.

<Fourth embodiment>
Hereinafter, a lean vehicle 1 according to a third embodiment of the present invention will be described with reference to FIGS. 4(a), (b), and (c). The lean vehicle 1 of the fourth embodiment has all the features of the lean vehicle 1 of the first embodiment. Moreover, the lean vehicle 1 of the fourth embodiment may have the characteristics of the lean vehicle 1 of at least one of the second embodiment and the third embodiment.
Here, the friction between the front wheels 3 and the running surface G has hysteresis, and the steering torque required to set the steering angle δ of the front wheels 3 to a certain angle is affected by this hysteresis. Therefore, when the lean vehicle 1 turns back and forth, alternately repeating rightward turns and leftward turns in the left-right direction of the vehicle, for example, as shown by line L1 in FIG. 4(a), the front wheels 3 are The relationship between the steering angle φ and the steering torque differs greatly depending on when the vehicle is steered to the left in the left-right direction and when it is steered to the right. Note that the line L2 in FIG. 4(a) shows an example of the relationship between the steering angle φ and the steering torque, which is calculated by ignoring the friction between the front wheels 3 and the running surface. Moreover, if the friction between the front wheels 3 and the running surface G differs, the above-mentioned hysteresis also differs. When the lean vehicle 1 turns and travels, it may include at least one of the times when the lean vehicle 1 travels in a slalom or when the lean vehicle 1 travels in a figure-eight shape. When the lean vehicle 1 runs in a slalom, for example, while traveling in one direction, the lean vehicle 1 alternately turns to the right and turns to the left in the left-right direction of the vehicle, as shown in FIG. 4(b). The vehicle travels along a trajectory indicated by arrow A1. When the lean vehicle 1 travels in a figure 8 shape, for example, by alternately repeating rightward turns and leftward turns in the left-right direction of the vehicle, the lean vehicle 1 moves as shown by arrow A2 in FIG. 4(c). It runs in a figure-eight pattern.
In the lean vehicle 1 of the fourth embodiment, the control device 9 controls the change in the lean angle φ with respect to the change in the steering angle δ, in the same manner as described in the first embodiment, at least when the lean vehicle 1 turns and travels. The first lean angle information detected by the lean angle related information detection device 6, the first steering angle information detected by the steering angle related information detection device 7, and the wheel speed related information detection device are configured to improve responsiveness. At least a steering torque obtained by adding a friction canceling torque for canceling a friction torque generated due to friction between at least one front wheel 3 and the running surface G to a steering command torque based at least on the first wheel speed information detected by The steering torque applying device 12 is controlled so that the steering torque is applied to one front wheel 3.

<Fifth embodiment>
Hereinafter, a lean vehicle 1 according to a fifth embodiment of the present invention will be described with reference to FIG. 5(a). The lean vehicle 1 of the fifth embodiment has all the features of the lean vehicle 1 of the first embodiment. Furthermore, the lean vehicle 1 of the fifth embodiment may have at least one feature of the lean vehicle 1 of the second to fourth embodiments.
Furthermore, in the lean vehicle 1 of the fifth embodiment, the control device 9 uses the value of the steering torque T3 applied to at least one front wheel 3 from the steering torque applying device 12 and the information detected by the detection devices 6 to 8. Based on this, the friction canceling torque T2 is estimated. Specifically, the control device 9 uses the inverse model 41 of the lean vehicle 1 to estimate the friction offset torque T2 in step S2. To explain in more detail, the inverse model 41 of the lean vehicle 1 is a model in which the input-output relationship is opposite to the forward model of the lean vehicle 1 described below. The forward model of the lean vehicle 1 inputs an applied torque T5 around the steering axis X2 applied to at least one front wheel 3, and relates to the lean angle immediately after the applied torque T5 is applied to the at least one front wheel 3. This is a model that outputs second lean angle information, second steering angle information related to the steering angle, and second wheel speed information related to the wheel speed. In other words, the forward model of the lean vehicle 1 is a model of the input and output of the plant 23.
The second lean angle information may be the same information as the first lean angle information, or may be information different from the first lean angle information obtained from the first lean angle information. For example, the second lean angle information may be a lean angle, and the first lean angle information may be a lean angular velocity. The second steering angle information may be the same information as the first steering angle information, or may be information different from the first steering angle information obtained from the first steering angle information. The second wheel speed information may be the same information as the first wheel speed information, or may be information different from the first wheel speed information obtained from the first wheel speed information. FIG. 5(a) shows a case where the second lean angle information, second steering angle information, and second wheel speed information are the same information as the detection information y described in the first embodiment. The lean angle information, the second steering angle information, and the second wheel speed information may be obtained from the detection information y and may be different information from the detection information y.
In the fifth embodiment, the friction canceling torque T2 estimated in step S2 by the control device 9 is the steering torque T3 applied to at least one front wheel 3 from the steering torque applying device 12, and the friction canceling torque T2 estimated by the control device 9 in step S2. the second lean angle information obtained from the first lean angle information detected by the lean angle related information detection device 6 immediately after the steering angle related information detection device 6; and the second lean angle information obtained from the first steering angle information detected by the steering angle related information detection device 7. When the steering angle information and the second wheel speed information obtained from the first wheel speed information detected by the wheel speed related information detection device 8 are input to the inverse model 41 of the lean vehicle 1, the inverse model of the lean vehicle 1 is generated. This torque is based on the difference from the inverse model output torque T6 based on the torque output from 41.
Further, in the lean vehicle 1 of the fifth embodiment, target value information r is stored in the control device 9. The target value information r includes a target value of information related to the lean angle φ, a target value of information related to the steering angle δ, and a target value of information related to the wheel speed S. The target value information r may be, for example, data indicating a combination of the lean angle φ, the steering angle δ, and the vehicle speed V when the lean vehicle 1 is in an equilibrium state.
Further, as shown in FIG. 5(a), in the lean vehicle 1 of the fifth embodiment, the steering command torque determining section 21 includes a steering command torque deriving section 42. The steering command torque deriving unit 42 derives the steering command torque T1 based on a value corresponding to the detection information y and the target value information r.
FIG. 5(a) shows that in the target value information r and the detection information y, the information related to the lean angle φ, the information related to the steering angle δ, and the information related to the wheel speed S are the same type of information. This shows a case where the steering command torque derivation unit 42 derives the steering command torque T1 based on the difference between the target value information r and the detection information y. The difference between the target value information r and the detected information y is the difference in the value of information related to the lean angle φ, the difference in the value of the information related to the steering angle δ, and the difference in the value of the information related to the steering angle δ between the target value information r and the detected information y. This refers to the difference in the values of information related to the speed S.
The information related to the lean angle φ in the target value information r and the information related to the lean angle φ in the detection information y may be different types of information. Further, the information related to the steering angle δ in the target value information r and the information related to the steering angle δ in the detection information y may be different types of information. Further, the information related to the wheel speed S in the target value information r and the information related to the wheel speed S in the detection information y may be different types of information. In these cases, for example, the target value information r and the detection information y are separately input to the steering command torque deriving section 42, and the steering command torque deriving section 42 derives the steering command torque T1 based on these pieces of information. Furthermore, even if the information related to the lean angle φ, the information related to the steering angle δ, and the information related to the wheel speed S are the same type of information in the target value information r and the detection information y, The target value information r and the detection information y may be input separately to the steering command torque deriving unit 42, and the steering command torque deriving unit 42 may derive the steering command torque T1 based on these pieces of information.
In the fifth embodiment, regarding the applied torque T5 around the steering axis X2 applied to at least one front wheel 3 when the control device 9 controls the steering torque applying device 12 by performing processing according to the flowchart in FIG. This will be explained using the block diagram of FIG. 5(a).
As shown in the block diagram of FIG. 5(a), in the fifth embodiment, the friction canceling torque estimation unit 22 includes the inverse model 41 of the lean vehicle 1 described above.
Further, in the fifth embodiment, the friction canceling torque T2 output by the friction canceling torque estimation unit 22 is the difference between the torque based on the inverse model output torque T6 output from the inverse model 41 of the lean vehicle 1 and the steering torque T3. The torque is based on
Although FIG. 5A shows a case where the friction canceling torque T2 is the difference itself between the inverse model output torque T6 and the steering torque T3, the present invention is not limited to this. For example, the friction canceling torque T2 may be the difference between the steering torque T3 and a torque calculated by multiplying the inverse model output torque T6 by a coefficient greater than 0 and smaller than 1. Alternatively, for example, the friction canceling torque T2 may be a torque calculated by multiplying the difference between the inverse model output torque T6 and the steering torque T3 by a coefficient greater than 0 and smaller than 1.

<Example of modification of the fifth embodiment>
Next, a modification of the fifth embodiment will be described with reference to FIG. 5(b). In the lean vehicle 1 of the modification of the fifth embodiment, as shown in FIG. 5(b), the friction canceling torque estimation unit 22 includes a low-pass filter 36 in addition to the same configuration as the fifth embodiment. . The low-pass filter 36 removes high frequency components such as noise included in the difference between the steering torque T3 and the inverse model output torque T6 output from the inverse model 41 of the lean vehicle 1. As a result, the friction canceling torque T2 output from the friction canceling torque estimating section 22 is obtained by removing high frequency components from the difference between the steering torque T3 and the inverse model output torque T6.

<Sixth embodiment>
Hereinafter, a lean vehicle 1 according to a sixth embodiment of the present invention will be described with reference to FIG. 6. The lean vehicle 1 of the sixth embodiment has all the features of the lean vehicle 1 of the first embodiment. Furthermore, the lean vehicle 1 of the sixth embodiment may have at least one feature of the lean vehicle 1 of the second to fourth embodiments.
In the sixth embodiment, regarding the applied torque T5 around the steering axis X2 applied to at least one front wheel 3 when the control device 9 controls the steering torque applying device 12 by performing processing according to the flowchart in FIG. This will be explained using the block diagram shown in FIG.
As shown in the block diagram of FIG. 6, in the sixth embodiment, the friction canceling torque estimating section 22 includes an integrator 51 and a gain providing section 52. The integrator 51 receives the difference between the detection information y and the target value information r, and outputs an integral torque T7 corresponding to an integral value obtained by integrating the difference between the input detection information y and the target value information r. The detection information y and the target value information r are, for example, the same as those described in the fifth embodiment. The gain applying unit 52 outputs a value (K×T7) obtained by multiplying the integral torque T7 by a predetermined coefficient K as the friction canceling torque T2.

1: Lean vehicle, 2: Wheel, 3: Front wheel, 3a: Contact part, 3b: Contact position, 4: Rear wheel, 5: Body frame, 6: Lean angle related information detection device, 7: Steering angle related information detection device , 8: Wheel speed related information detection device, 9: Control device, 12: Steering torque applying device, 28: Connection section, 29: Handle section

Claims (8)

1. a plurality of wheels including at least one front wheel and at least one rear wheel disposed further rearward than the at least one front wheel in the longitudinal direction of the vehicle;
   The plurality of wheels are rotatably supported around an axle axis, the at least one front wheel is rotatably supported around a steering axis, and the vehicle is tilted to the right with respect to the vertical direction of the vehicle when turning to the right, and when turning to the left. a vehicle body frame that tilts to the left of the vehicle with respect to the vertical direction of the vehicle;
   a lean angle related information detection device that detects first lean angle information related to a lean angle that is an inclination angle of the vehicle body frame in a vehicle lateral direction with respect to the vehicle vertical direction;
   a steering angle related information detection device that detects first steering angle information related to a steering angle that is a rotation angle of one of the front wheels around the steering axis;
   a wheel speed related information detection device that detects first wheel speed information related to a wheel speed that is a rotational speed of any one of the wheels around the axle axis;
   a steering torque applying device configured to apply a steering torque about the steering axis to the at least one front wheel;
   The steering torque applying device is configured to control the steering torque applied by the steering torque applying device, and the steering torque applying device applies the steering torque to the at least one front wheel so that the steering angle and the lean angle are adjusted. A lean vehicle comprising a control device for controlling steering torque,
   The control device controls the first lean angle information detected by the lean angle related information detection device and the steering angle related information detection device so as to increase the responsiveness of the change in the lean angle to the change in the steering angle. The steering command torque based on at least the first steering angle information detected by the first steering angle information and the first wheel speed information detected by the wheel speed related information detection device, due to the friction between the at least one front wheel and the running surface. A lean vehicle characterized in that the steering torque applying device is controlled so that the steering torque to which a friction canceling torque for canceling the generated friction torque is applied is applied to the at least one front wheel.
2. A handle part operated by a rider,
   A connection portion connecting the handle portion and the at least one front wheel, the handle portion being supported by the vehicle body frame so as to be rotatable around the handle axis, and the handle portion rotating around the handle axis. when the at least one front wheel rotates about the steering axis, and when the at least one front wheel rotates about the steering axis, the handle portion rotates about the handle axis, and the at least one front wheel rotates about the steering axis; A connection connecting the handle portion and the at least one front wheel such that a rotation angle of one of the front wheels around the steering axis is equal to or greater than a rotation angle of the handle portion around the steering axis. The lean vehicle according to claim 1, further comprising a portion.
3. A handle part operated by a rider,
   a connection part connecting the handle part and the at least one front wheel, the handle part being supported by the vehicle body frame so as to be rotatable around the handle axis in a rotation angle range of less than 360 degrees; When the at least one front wheel rotates about the steering axis, the at least one front wheel rotates about the steering axis; and when the at least one front wheel rotates about the steering axis, the handle rotates about the steering axis. The lean vehicle according to claim 1 or 2, further comprising a connection portion that rotatably connects the handle portion and the at least one front wheel.
4. The lean vehicle according to any one of claims 1 to 3, wherein a contact portion that is a portion of the at least one front wheel that contacts the running surface of the outer edge of the at least one front wheel in a cross section perpendicular to the circumferential direction has an arc shape.
5. At least when the lean vehicle is running in a state where the at least one front wheel is alternately switched between a state in which the at least one front wheel is steered to the right of the vehicle and a state in which the state is steered to the left of the vehicle, The first lean angle information detected by the lean angle related information detection device and the first lean angle information detected by the steering angle related information detection device are configured to increase the responsiveness of the change in the lean angle to the change in the steering angle. The friction generated by the friction between the at least one front wheel and the running surface is applied to the steering command torque based at least on the first steering angle information and the first wheel speed information detected by the wheel speed related information detection device. According to any one of claims 1 to 4, the steering torque applying device is controlled so that the steering torque to which the friction canceling torque for canceling torque is added is applied to the at least one front wheel. Lean vehicle as described.
6. The control device is configured to control the lean angle so that the responsiveness of the change in the lean angle to the change in the steering angle is increased at least when the vehicle speed of the lean vehicle is higher than 0 km/h and equal to or lower than 10 km/h. the first lean angle information detected by the information detection device, the first steering angle information detected by the steering angle related information detection device, and the first wheel speed detected by the wheel speed related information detection device The steering torque obtained by adding the friction canceling torque for canceling the friction torque generated due to friction between the at least one front wheel and the running surface to the steering command torque based on at least the information is applied to the at least one front wheel. The lean vehicle according to any one of claims 1 to 5, characterized in that the steering torque applying device is controlled so that the steering torque is applied.
7. The control device controls the lean angle in response to a change in the steering angle when the lean vehicle is autonomously traveling without being driven by a rider, or when the lean vehicle is traveling while being driven by a rider. The first lean angle information detected by the lean angle related information detection device, the first steering angle information detected by the steering angle related information detection device, and the the friction offset for canceling out the friction torque generated by friction between the at least one front wheel and the running surface with the steering command torque based at least on the first wheel speed information detected by the wheel speed related information detection device; The lean vehicle according to any one of claims 1 to 6, characterized in that the steering torque applying device is controlled so that the steering torque added to the torque is applied to the at least one front wheel.
8. A torque around the steering axis applied to the at least one front wheel is input, and second lean angle information related to the lean angle immediately after the torque is applied to the at least one front wheel; A model that outputs related second steering angle information and second wheel speed information related to the wheel speed is a forward model of the lean vehicle, and a model that has an input-output relationship opposite to the forward model of the lean vehicle. When using the inverse model of the lean vehicle,
   The friction canceling torque includes the steering torque applied to the at least one front wheel from the steering torque applying device and the first lean detected by the lean angle related information detecting device immediately after the steering torque is applied. the second lean angle information obtained from the angle information, the second steering angle information obtained from the first steering angle information detected by the steering angle related information detection device, and detected by the wheel speed related information detection device when the second wheel speed information obtained from the first wheel speed information is input to the inverse model of the lean vehicle, the difference between the second wheel speed information and the torque based on the torque output from the inverse model of the lean vehicle; The lean vehicle according to any one of claims 1 to 7, characterized in that the torque is based on the lean vehicle.

Images